Design method of vehicle front end structure, vehicle front end structure, and vehicle

Abstract

The application discloses a design method of a vehicle front end structure, the vehicle front end structure and a vehicle. The design method of the vehicle front end structure comprises the following steps: acquiring bending moment values of multiple shanks at different time points within an effective collision time, the bending moment values of the multiple shanks comprising two maximum original peak values; determining whether to weaken or strengthen the strength of the vehicle front end structure according to a comparison result of the sizes of the two maximum original peak values and the corresponding time points; when the vehicle front end structure is determined to be too strong, weakening the strength of the vehicle front end structure; and when the vehicle front end structure is determined to be too weak, strengthening the strength of the vehicle front end structure. The two maximum peak values after the improved vehicle front end structure collides with a pedestrian are both smaller than the maximum original peak value. The injury value finally borne by the shank of the pedestrian depends on the maximum peak value. When the maximum peak value is small, the injury borne by the shank of the pedestrian is reduced, so that the leg injury of the pedestrian is reduced as much as possible.

Description

Technical Field

[0001] This invention relates to the field of vehicle design technology, and in particular to a design method for a vehicle front-end structure, a vehicle front-end structure, and a vehicle. Background Technology

[0002] In the field of automotive safety research, pedestrian protection is a crucial component, and pedestrian protection design is related to the vehicle's front-end styling, layout, and structure. Pedestrians are a vulnerable group in traffic, and their legs are among the most easily injured parts of their bodies.

[0003] In existing technologies, the structural strength of the front end of the vehicle, such as the front bumper skin assembly, lights, and air intake grille, is generally sacrificed to weaken the structure and reduce the injury value of the pedestrian's lower leg bending moment. However, simply weakening the structure does not achieve the goal of reducing injury. Summary of the Invention

[0004] The main objective of this invention is to propose a design method for a vehicle front-end structure, a vehicle front-end structure, and a vehicle, with the aim of minimizing leg injuries to pedestrians when designing the vehicle front-end structure.

[0005] To achieve the above objectives, the present invention proposes a design method for a vehicle front-end structure, the steps of which include:

[0006] During the simulation of a collision between the front end of a vehicle and a pedestrian, the bending moment values ​​of multiple lower legs at different time points within the effective collision time are obtained using simulation software. The bending moment values ​​of the multiple lower legs include two maximum original peak values.

[0007] Based on the comparison results of the two maximum original peak values ​​and the corresponding time points, it is determined whether to weaken or strengthen the strength of the vehicle front-end structure, so that the two maximum peak values ​​after the improved vehicle front-end structure collides with the pedestrian are both smaller than the larger of the two maximum original peak values.

[0008] Optionally, the two maximum original peak values ​​include a first original peak value and a second original peak value, wherein the first original peak value corresponds to a first original time point, the second original peak value corresponds to a second original time point, and the first original time point is located before the second original time point;

[0009] The step of determining whether to weaken or strengthen the strength of the vehicle's front-end structure based on the comparison results of the magnitudes of the two maximum original peak values ​​and the corresponding time points includes:

[0010] If the first original peak value is greater than the second original peak value, it is determined that the strength of the vehicle front end structure should be weakened.

[0011] If the first original peak value is less than the second original peak value, it is determined that the strength of the front end structure of the vehicle should be strengthened.

[0012] Optionally, the step of determining to strengthen the front-end structure of the vehicle includes:

[0013] Add reinforcing ribs to the front bumper grille; and / or,

[0014] Increase the thickness of the front bumper grille.

[0015] Optionally, the step of determining to weaken the strength of the vehicle's front-end structure includes:

[0016] Provide through holes in the front bumper cover; and / or,

[0017] Reduce the thickness of the front bumper skin.

[0018] The present invention also provides a vehicle front end structure, the vehicle front end structure including a front end main body for being disposed on the front side of the vehicle, the front end main body being provided with a strength adjustment structure for adjusting the strength of the front end main body, the adjustment structure including a reinforcing rib or a through hole, the reinforcing rib being used to strengthen the strength of the front end main body to provide support for the pedestrian's legs when the front end main body collides with a pedestrian to reduce the bending moment of the pedestrian's lower leg, the through hole being used to weaken the strength of the front end main body to reduce the bending moment of the pedestrian's lower leg when the front end main body collides with a pedestrian.

[0019] Optionally, the front main body includes a front bumper grille, on which the reinforcing rib is provided, and the reinforcing rib protrudes forward from the front bumper grille.

[0020] Optionally, multiple reinforcing ribs are provided, and the multiple reinforcing ribs are arranged at intervals along the left and right direction.

[0021] Optionally, the front main body includes a front bumper cover, on which the through hole is provided; and / or,

[0022] The through hole is a square hole, the dimension of the square hole in the left-right direction is w, the dimension of the square hole in the up-down direction is h, 15mm≤w≤28mm, 25mm≤h≤35mm.

[0023] Optionally, multiple through holes are provided, and the multiple through holes are arranged at intervals along the left and right direction.

[0024] The present invention also provides a vehicle, the vehicle including a front end structure, the front end structure including a front end main body for being disposed on the front side of the vehicle, the front end main body being provided with a strength adjustment structure for adjusting the strength of the front end main body, the adjustment structure including a reinforcing rib or a through hole, the reinforcing rib being used to strengthen the strength of the front end main body to provide support for the pedestrian's legs when the front end main body collides with a pedestrian to reduce the bending moment of the pedestrian's lower leg, the through hole being used to weaken the strength of the front end main body to reduce the bending moment of the pedestrian's lower leg when the front end main body collides with a pedestrian.

[0025] In the technical solution provided by this invention, when the simulation software simulates a collision between the front structure of a vehicle and a pedestrian, the bending moment of the lower leg caused by the front structure of the vehicle is monitored within the effective collision time. The bending moment of the lower leg changes continuously over time and has two large peaks. When the vehicle just collides with the pedestrian, one peak reflects the strength of the front structure of the vehicle. The larger the peak, the greater the strength of the front structure of the vehicle; the smaller the peak, the smaller the strength of the front structure of the vehicle. Subsequently, when the pedestrian's lower leg bends upon impact, another peak value appears. The vehicle's front-end structure provides suitable stiffness support to prevent excessive bending moment in the lower leg. If the peak value is larger, it indicates that the strength of the vehicle's front-end structure is too weak, resulting in slow rebound and insufficient stiffness support. Conversely, if the peak value is smaller, it indicates that the vehicle's front-end structure rebounds quickly, providing adequate stiffness support. By comparing the magnitudes of the two largest original peak values, the timing of the largest original peak value can be used to determine whether the strength of the vehicle's front-end structure is too strong or too weak. If the vehicle's front-end structure is determined to be too strong, its strength is weakened; if it is determined to be too weak, its strength is strengthened. This ensures that the two largest peak values ​​after a collision between the improved vehicle's front-end structure and the pedestrian are both smaller than the largest original peak value. Since the final injury value to the pedestrian's lower leg depends on the largest peak value, a smaller peak value reduces the injury to the pedestrian's lower leg, minimizing leg injury as much as possible. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0027] Figure 1 A perspective view of an embodiment of the vehicle front-end structure provided by the present invention;

[0028] Figure 2 for Figure 1 A three-dimensional schematic diagram of the front bumper grille;

[0029] Figure 3 for Figure 2 A partially enlarged schematic diagram of the front bumper grille;

[0030] Figure 4 for Figure 1 A 3D schematic diagram of the front bumper cover;

[0031] Figure 5 for Figure 4 A magnified schematic diagram of a portion of the front bumper skin;

[0032] Figure 6 A graph showing the change of bending moment of the front and rear lower legs of the vehicle's front-end structure as a function of time.

[0033] Figure 7 A graph showing the change in bending moment of the front and rear legs of the vehicle's front-end structure over time to enhance its strength.

[0034] Figure 8 This is a schematic diagram of an embodiment of the design method for the vehicle front-end structure provided by the present invention.

[0035] Explanation of icon numbers:

[0036] 100 Vehicle front end structure 2 Front bumper cover 10 Front-end main body 11 Reinforcing ribs 1 Front bumper grille 2a Through hole

[0037] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0039] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0040] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0041] In the field of automotive safety research, pedestrian protection is a crucial component, and pedestrian protection design is related to the vehicle's front-end styling, layout, and structure. Pedestrians are a vulnerable group in traffic, and their legs are among the most easily injured parts of their bodies. According to surveys, among pedestrian injuries reaching Abbreviated Injury Score (AIS) Level 2 or higher, lower limb injuries account for 34%, and 44.2% of lower limb injuries are caused by collisions with the front bumper of a vehicle. In lower limb collisions, the impact force combined with the potential axial torque on the leg can multiply the injury. With the impact from the front of the vehicle and the subsequent acceleration of the pedestrian's lower limbs, the pedestrian's legs are subjected to shear and bending forces, leading to injuries such as long bone fractures, kneecap fractures, and ligament sprains. Current technologies generally sacrifice the structural strength of the front end of the vehicle, such as the front bumper skin assembly, lights, and grille, to weaken the structure and reduce the injury value of the lower leg bending moment. However, simply weakening the structure does not achieve the goal of reducing injury.

[0042] To address the aforementioned problems, this invention provides a design method for a vehicle front-end structure, a vehicle front-end structure, and a vehicle. Figure 1 A perspective view of an embodiment of the vehicle front-end structure provided by the present invention; Figure 2 for Figure 1 A three-dimensional schematic diagram of the front bumper grille; Figure 3 for Figure 2 A partially enlarged schematic diagram of the front bumper grille; Figure 4 for Figure 1 A 3D schematic diagram of the front bumper cover; Figure 5 for Figure 4 A magnified schematic diagram of a portion of the front bumper skin; Figure 6 A graph showing the change of bending moment of the front and rear lower legs of the vehicle's front-end structure as a function of time. Figure 7A graph showing the change in bending moment of the front and rear legs of the vehicle's front-end structure over time to enhance its strength. Figure 8 This is an embodiment of the design method for the vehicle front-end structure provided by the present invention.

[0043] Please see Figures 6 to 8 The design method of the vehicle front-end structure 100 includes the following steps:

[0044] Step S10: Obtain the bending moment values ​​of multiple lower legs at different time points during the effective collision time when the simulation software simulates the collision between the front-end structure 100 of the vehicle and the pedestrian. The bending moment values ​​of the multiple lower legs include two maximum original peak values.

[0045] It should be noted that vehicle safety evaluation generally uses the Car Safety Assessment Program (C-NCAP). C-NCAP uses the Apli leg model to assess the leg injury values ​​of a pedestrian colliding with a vehicle. The evaluation indicators for leg injury values ​​are as follows; please refer to [link / reference needed]. Figure 1 The upper leg bending moment (Femur-1, Femur-2, Femur-3), lower leg bending moment (Tibia-1, Tibia-2, Tibia-3, Tibia-4), and knee ligament stretch (MCL) are also considered. Since the Apli leg shape covers a large number of front-end components and has a complex structure in the Z-direction, this invention only provides an analysis method for the lower leg bending moment Tibia. Of course, the design method of this application can be used for other front-end components related to the front-end structure. Therefore, this design method is not limited to improvements to the front bumper grille 1 and front bumper skin 2 mentioned below. Those skilled in the art may make other changes based on the technical essence of the embodiments in this specification, but as long as the achieved function and effect are the same as or similar to the embodiments in this specification, they should all be covered within the protection scope of the embodiments in this specification.

[0046] Because pedestrian protection Apli incorporates consideration of upper leg bending moment and uses counterweights to simulate the upper torso, its leg posture and injury values ​​differ from those of the basic Flex-pli (leg impactor). It not only requires sufficient deformation space but also necessitates, during the structural design phase, ensuring the structural strength of all front-end components of the vehicle while controlling the upper and lower load balance of the Z-axis cross-section structure of the leg impact area based on the posture changes of the Apli's leg during the collision, as well as the injury values ​​of the upper and lower leg bending moments and knee ligament stretching.

[0047] It should also be noted that during the effective collision time when the front structure 100 of the vehicle collides with the pedestrian, the bending moment value of the lower leg changes with time in a certain way. When the bending moment values ​​of the lower leg at multiple consecutive time points are mapped to a coordinate system, the curve generally presents a curve with two peaks.

[0048] Step S20: Based on the comparison results of the two maximum original peak values ​​and the corresponding time points, determine whether to weaken or strengthen the strength of the vehicle front structure 100, so that the two maximum peak values ​​after the improved vehicle front structure 100 collides with the pedestrian are both smaller than the larger of the two maximum original peak values.

[0049] In the technical solution provided by this invention, when the simulation software simulates a collision between the vehicle's front-end structure 100 and a pedestrian, the system monitors the impact of the vehicle's front-end structure 100 on the lower leg within the effective collision time. The bending moment of the lower leg changes continuously over time, exhibiting two significant peaks. At the moment of impact, one peak reflects the strength of the vehicle's front-end structure 100; a larger peak indicates greater strength, while a smaller peak indicates less strength. Subsequently, as the pedestrian's lower leg bends upon impact, another peak appears. The vehicle's front-end structure 100 provides appropriate stiffness support to prevent excessive bending moment in the lower leg. A larger peak indicates insufficient strength and slow rebound of the vehicle's front-end structure 100, failing to provide adequate stiffness support; a smaller peak indicates faster rebound and sufficient stiffness support. By comparing the magnitudes of the two largest initial peaks, the timing of the largest initial peak can be used to determine the strength of the vehicle's front-end structure 100. Whether the strength of 0 is too strong or too weak, if the front structure 100 of the vehicle is determined to be too strong, the strength of the front structure 100 of the vehicle is weakened; if the front structure 100 of the vehicle is determined to be too weak, the strength of the front structure 100 of the vehicle is strengthened. This ensures that the two maximum peak values ​​after the improved front structure 100 of the vehicle collides with the pedestrian are both smaller than the largest original peak value. Since the final injury value on the pedestrian's lower leg depends on the maximum peak value, when the maximum peak value decreases, the injury to the pedestrian's lower leg is reduced, so as to minimize the injury to the pedestrian's leg.

[0050] In one specific embodiment, please refer to Figure 6 and Figure 7The two maximum original peak values ​​include a first original peak value and a second original peak value. The first original peak value corresponds to a first original time point, and the second original peak value corresponds to a second original time point. The first original time point is located before the second original time point. Step S20, which is the step of determining whether to weaken or strengthen the strength of the vehicle front end structure 100 based on the comparison results of the magnitudes of the two maximum original peak values ​​and their corresponding time points, includes:

[0051] Step S201: If the first original peak value is greater than the second original peak value, determine that the strength of the vehicle front end structure 100 is weakened.

[0052] Step S202: If the first original peak value is less than the second original peak value, determine that the strength of the vehicle front end structure 100 should be strengthened.

[0053] It should be noted that, generally, when a vehicle collides with a pedestrian's lower leg, the initial torque value may be relatively small because the impact force has not yet been fully transferred to the lower leg. Then, over time, the torque value may gradually increase until it reaches its maximum value. The timing of the maximum torque value depends on the dynamics of the collision, such as the vehicle's kinetic energy transfer and the pedestrian's body reaction and deformation. When the human leg deforms, the vehicle's front-end structure 100 is needed to support the leg, thereby preventing further impact and intrusion into the lower part of the tibia without causing additional damage to the tibia, allowing it to rebound as early as possible. This reduces the bending deformation injury to the knee caused by the continuous intrusion of the tibia and femur, which is then blocked by the front bumper.

[0054] In the technical solution provided by this invention, if the first original peak value is greater than the second original peak value, it reflects that the strength of the vehicle front structure 100 is too strong, and the torque value caused by the impact force is the largest. When the lower leg deforms, the vehicle front structure 100 can provide sufficient support, so the second original peak value will be smaller. At this time, it is necessary to weaken the strength of the vehicle front structure 100 so that the first peak value can be appropriately reduced. It can be understood that after the strength of the vehicle front structure 100 is weakened, as time goes by, when the lower leg deforms, the support that the vehicle front structure 100 can provide decreases, so when the second peak value appears, the peak value will be appropriately increased.

[0055] If the first original peak value is less than the second original peak value, it reflects that the strength of the vehicle front structure 100 is weak and the torque value caused by the impact force is not the maximum. When the vehicle front structure 100 deforms in the lower leg, it cannot provide sufficient support, thus the second original peak value is the largest. At this time, it is necessary to strengthen the strength of the vehicle front structure 100 so that the first peak value can be appropriately increased and the peak value will be appropriately reduced when the second peak value appears.

[0056] However, ultimately, we only need to compare the maximum value of the two peaks with the maximum value of the original peak. If the peak value decreases, it means that the final harm to pedestrians has decreased.

[0057] In one embodiment, if the first original peak value is greater than the second original peak value, it is determined that structural weakening is required; in this case, Tibia is reduced from 217 nm to 198 nm. If the first original peak value is less than the second original peak value, it is determined that structural strengthening is required; in this case, Tibia is reduced from 171 nm to 167 nm.

[0058] In this embodiment, step S202: determining the step of strengthening the front structure 100 of the vehicle includes: setting reinforcing ribs 11 on the front bumper grille 1; and / or increasing the thickness of the front bumper grille 1.

[0059] It should be noted that the reinforcing rib 11 on the front bumper grille 1 can be located on the front end face of the front bumper grille 1, i.e., at the connection between the front bumper grille 1 and the front bumper skin 2. Alternatively, it can be located on the front bumper skin 2, or the thickness of either the front bumper grille 1 or the front bumper skin 2 can be increased. Besides the frontmost front bumper grille 1 and front bumper skin 2, the above design concept can be adopted in areas such as the lighting structure where collisions with pedestrians may occur, adding reinforcing ribs 11 or increasing their thickness. Of course, the reinforcing rib 11 can also adopt other possible shapes, positions, and sizes, which can be determined according to the actual situation. This specification does not limit this aspect.

[0060] It should also be noted that the number of reinforcing ribs 11 can be set to one or more. When the reinforcing rib 11 is set to one, it is best set at the position on the center line extending along the front and rear directions of the vehicle. When the reinforcing rib 11 is set to multiple, it is best set in a symmetrical form along the center line extending along the front and rear directions of the vehicle, so that the front bumper grille 1 can be subjected to uniform force.

[0061] In the technical solution provided by this invention, the reinforcing rib 11 can distribute the load on the front bumper grille 1, thereby dispersing the collision or impact force to a larger area. By distributing the load, the front bumper grille 1 can better withstand impacts, reduce local stress concentration, and thus improve overall strength. The reinforcing rib 11 can increase the rigidity of the front bumper grille 1, making it more resistant to deformation and damage. The presence of the reinforcing rib 11 makes the front bumper grille 1 more robust. The reinforcing rib 11 can absorb some of the impact energy and disperse it to a larger area.

[0062] In this embodiment, step S201: determining the step of weakening the strength of the vehicle front structure 100 includes: providing through holes 2a on the front bumper skin 2; and / or, reducing the thickness of the front bumper skin 2.

[0063] It should be noted that the through hole 2a can be located on the front bumper skin 2, on the front bumper grille 1, or by reducing the thickness of the front bumper grille 1 or the front bumper skin 2. Similarly, the through hole 2a can be located in any area along the force transmission path during a collision with a pedestrian, except for the frontmost front bumper grille 1 and front bumper skin 2. Of course, the shape, position, and size of the through hole 2a can be determined according to actual conditions, and this embodiment does not limit this.

[0064] It should also be noted that the number of through holes 2a can be set to one or more. When the through hole 2a is set to one, it is best set at the position on the center line extending in the front and rear directions of the vehicle. When the through hole 2a is set to multiple, it is best set in a symmetrical form along the center line extending in the front and rear directions of the vehicle, so that the front bumper skin 2 can be subjected to uniform force.

[0065] In the technical solution provided by this invention, the through hole 2a reduces the effective cross-sectional area of ​​the front bumper skin 2, thereby reducing the material's strength. The through hole 2a leads to a reduction in the actual cross-sectional area of ​​the skin, thus decreasing the material's ability to withstand tensile, compressive, or bending forces. The through hole 2a introduces stress concentration. When an external force is applied to the front bumper skin 2, stress concentrates in the area around the through hole 2a, increasing the stress value in that area. This makes the skin around the through hole 2a more prone to deformation. The through hole 2a and the reduced thickness decrease the overall stiffness of the front bumper skin 2, making it more susceptible to deformation or able to withstand smaller loads.

[0066] Please see Figure 1 , Figure 2and Figure 4 The present invention also provides a vehicle front end structure 100, the vehicle front end structure 100 including a front end main body 10 disposed on the front side of the vehicle, the front end main body 10 being provided with a strength adjustment structure for adjusting the front end main body 10, the adjustment structure including a reinforcing rib 11 or a through hole 2a, the reinforcing rib 11 being used to strengthen the strength of the front end main body 10 to provide support for the pedestrian's legs when the front end main body 10 collides with a pedestrian, so as to reduce the bending moment of the pedestrian's lower leg, the through hole 2a being used to weaken the strength of the front end main body 10, so as to reduce the bending moment of the pedestrian's lower leg when the front end main body 10 collides with a pedestrian.

[0067] It should be noted that, since the area where the vehicle collides with the pedestrian is located at the front of the vehicle when the vehicle is moving forward, the front main body 10 may include the front bumper skin 2 assembly, lights, air intake grille, etc.

[0068] In the technical solution provided by this invention, when the front-end structure 100 of the vehicle is determined to be too strong, the strength of the front-end structure 100 of the vehicle is weakened; when the front-end structure 100 of the vehicle is determined to be too weak, the strength of the front-end structure 100 of the vehicle is strengthened. This makes the two maximum peak values ​​after the improved front-end structure 100 of the vehicle collides with the pedestrian smaller than the maximum original peak value. Since the final injury value on the pedestrian's lower leg depends on the maximum peak value, when the maximum peak value decreases, the injury to the pedestrian's lower leg is reduced, so as to minimize the injury to the pedestrian's leg.

[0069] In one embodiment, when the strength of the front-end main body 10 is weak, it needs to be strengthened. Please refer to [link to relevant documentation]. Figure 2 and Figure 3 Specifically, the front main body 10 includes a front bumper grille 1, on which the reinforcing rib 11 is provided, protruding forward from the front bumper grille 1. This arrangement allows for load distribution on the front bumper grille 1, thereby dispersing collision or impact forces over a larger area, better withstanding impacts, reducing localized stress concentration, and thus improving overall strength.

[0070] Specifically, in this embodiment, multiple reinforcing ribs 11 are provided, and the multiple reinforcing ribs 11 are arranged at intervals along the left and right sides. More specifically, in this embodiment, four reinforcing ribs 11 are provided, two of which are located on the left side and the other two are located on the right side, and the four reinforcing ribs 11 are arranged symmetrically.

[0071] In one embodiment, when the strength of the front-end main body 10 is too high, it is necessary to weaken its strength. Please refer to [link to relevant documentation]. Figure 4 and Figure 5Specifically, the front main body 10 includes a front bumper skin 2, on which the through hole 2a is provided; and / or, the through hole 2a is a square hole, the dimension of the square hole in the left-right direction is w, the dimension of the square hole in the up-down direction is h, 15mm≤w≤28mm, 25mm≤h≤35mm. It can be understood that the value of w can be 16mm, 18mm, 20mm, 22mm, 24mm, 26mm, etc., and the value of h can be 27mm, 29mm, 31mm, 33mm, etc. In a preferred embodiment, the square hole is set as two connected rectangular holes, the dimensions of the lower rectangular hole are set as follows: width w1 = 23mm, height h1 = 18mm, and the dimensions of the upper rectangular hole are set as follows: width w2 = 20mm, height h2 = 12mm.

[0072] Specifically, in this embodiment, multiple through holes 2a are provided, and the multiple through holes 2a are arranged at intervals along the left and right directions. More specifically, in this embodiment, two through holes 2a are provided, one on the left and the other on the right, and the two through holes 2a are arranged symmetrically.

[0073] The present invention also provides a vehicle, the vehicle including the aforementioned vehicle front structure 100, the vehicle also including an engine and seats, etc. Since the vehicle includes the vehicle front structure 100, the specific structure of the vehicle front structure 100 refers to the above embodiments. Since the vehicle front structure 100 of this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0074] The above description is merely a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A design method for a vehicle front-end structure, characterized in that, The design method for the vehicle front-end structure includes the following steps: During the simulation of a collision between the front end of a vehicle and a pedestrian, the bending moment values ​​of multiple lower legs at different time points within the effective collision time are obtained using simulation software. The bending moment values ​​of the multiple lower legs include two maximum original peak values. Based on the comparison results of the two maximum original peak values ​​and the corresponding time points, it is determined whether to weaken or strengthen the strength of the vehicle front structure so that the two maximum peak values ​​after the improved vehicle front structure collides with the pedestrian are both smaller than the larger of the two maximum original peak values. The two maximum original peak values ​​include a first original peak value and a second original peak value. The first original peak value corresponds to a first original time point, and the second original peak value corresponds to a second original time point. The first original time point is located before the second original time point. The step of determining whether to weaken or strengthen the strength of the vehicle's front-end structure based on the comparison results of the magnitudes of the two maximum original peak values ​​and the corresponding time points includes: If the first original peak value is greater than the second original peak value, it is determined that the strength of the vehicle front end structure should be weakened. If the first original peak value is less than the second original peak value, it is determined that the strength of the front end structure of the vehicle should be strengthened.

2. The method of designing a vehicle front end structure according to claim 1, characterized by, The step of determining the strength reinforcement treatment for the front end structure of the vehicle includes: Add reinforcing ribs to the front bumper grille; and / or, Increase the thickness of the front bumper grille.

3. The method of designing a vehicle front end structure according to claim 1, wherein The step of determining to weaken the strength of the vehicle's front-end structure includes: Provide through holes in the front bumper cover; and / or, Reduce the thickness of the front bumper skin.

4. A vehicle front end structure characterized by comprising: The vehicle front-end structure is designed by the design method according to any one of claims 1 to 3, including a front-end main body for being disposed on the front side of the vehicle. The front-end main body is provided with a strength adjustment structure for adjusting the strength of the front-end main body. The adjustment structure includes reinforcing ribs or through holes. The reinforcing ribs are used to strengthen the strength of the front-end main body to provide support for the pedestrian's legs when the front-end main body collides with a pedestrian, thereby reducing the bending moment of the pedestrian's lower leg. The through holes are used to weaken the strength of the front-end main body to reduce the bending moment of the pedestrian's lower leg when the front-end main body collides with a pedestrian.

5. The vehicle front end structure of claim 4, wherein The front-end main body includes a front bumper grille, on which the reinforcing rib is provided, and the reinforcing rib protrudes forward from the front bumper grille.

6. The vehicle front end structure of claim 5, wherein The reinforcing ribs are provided in multiple ways, and the multiple reinforcing ribs are arranged at intervals along the left and right directions.

7. The vehicle front end structure of claim 4 wherein, The front-end main body includes a front bumper cover, on which the through hole is provided; and / or, The through hole is a square hole, the dimension of the square hole in the left-right direction is w, the dimension of the square hole in the up-down direction is h, 15mm≤w≤28mm, 25mm≤h≤35mm.

8. The vehicle front end structure of claim 7, wherein The through holes are provided in multiple ways, and the multiple through holes are arranged at intervals along the left and right directions.

9. A vehicle characterized by comprising: Includes the vehicle front-end structure as described in any one of claims 4 to 8.

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